The Time of Leviathans

During World War II, 16,000-ton tankers were called "supertankers."

Those ships could almost be used as lifeboats on the new automated tankers that today sweep across the seas. Last year 19 ships capable of carrying more than 50,000 tons deadweight were put into commission, and that was only the beginning.

Japanese shipyards lead the ways: under construction are eight tankers of more than 100,000 tons; on order are 19 more for delivery by the end of next year. The British delivered their first leviathan, the 106,000-ton British Admiral, to British Petroleum last year, and Shell Oil Co. has just ordered a 170,000-tonner from Harland & Wolff in Belfast. Esso has contracted for a 152,000-ton ship from Bremen, three 170,800-tonners from Kiel, and two of 170,000 from French shipyards. Swedish shipbuilders, whose modern yards last year captured second place from the British in total tonnage built, will deliver in April the 114,000-ton Sea Spirit for charter to British Petroleum.

The arguments for the leviathan are convincing. For instance, the 150,000-ton Tokyo Maru, the biggest ship now afloat, cost $12 million, or $80 per ton, to build, as against more than $85 for a ship half its size. Because of automation, it can be manned by a crew of 29, which is the same or smaller than the crew of tankers down to 16,500 tons.

Relatively economical with fuel, the Tokyo Maru can carry oil from the Persian Gulf to Japan for $2 a ton, compared to $3 for a 75,000-ton and $4 for a 45,000-ton ship. It is so big that its hold could, in theory, carry the entire Queen Elizabeth if that giant of passengerliners were broken up for scrap.

There are some disadvantages to the huge ships. In a thick fog, the skipper on the bridge may wonder where his bow is and what it is doing. Few harbors can handle the ships, although this matters little for tankers, since they can stand offshore while loading and unloading by pipeline. The Suez Canal is too small for the supertankers, and the shallow North Sea is not safe for ships drawing more than 56 feet, which is to say those larger than 200,000 tons. Insurance companies are fretful about "concentration of risk."

But the supertankers cannot be turned back. The Japanese already have ways enough to build nine 200,000-ton ships simultaneously, and are adding another for 300,000-tonners.

This file is automatically generated by a robot program, so reader's discretion is required.